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Patented Juhe 6, I899.

H. P. THOMPSON & L. MUNT'E M MEANS FOR STARTING AND REGULATING OIL, 0RGAS ENGINES.

(Application filed Aug. 26, 1897. Renewed Apr. 6, 1899.)

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No. 626,252. Patented June 6, I899. H. P. THOMPSON & L. MONTE. WIEANSFOR STARTING AND REGULATING OIL 0R GAS ENGINES. I

(Application filed Aug. 26, 1897. Renewed Apr. 6, 1899.)

3 Sheets$heet 2 {No Model.)

H. P. THOMPSON &. L. MUNTl-f.

MEANS FOR STARTING AND REGULATING OIL 08 GAS ENGINES.

(Application filed Aug. 26, 1897. Renewed Apr. 6, 1899.)

(No Model.)

Patented June 6, I899.

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Nr STATES I ATENT FFICE.

HUGH PERRONET THOMPSON AND LOUIS MONTE, OF CHICAGO, ILLINOIS, ASSIGNORSTO THE SHONE COMPANY, OF SAME PLACE.

MEANS FOR STARTING AND REGULATING OIL OR GAS ENGINES.

SPECIFICATION forming part of Letters Patent No. 626,252, dated June 6,1899. Application filed August 26, 1397. Renewed April 6,1899. SerialNo. 711.894. (No model.)

T0 at whom it may concern.-

Be it known that we, HUGH Pnnnonnr THOMPSON and LOUIS MONTE, of Chicago,in the county of Cook and State of Illinois, have invented certain newand useful Improvements in Means for Starting and Regulating Oil or GasEngines, of which the following is a full, clear, and exact description,reference being had to the accompanying drawings, forming a part of thisspecification, in which corresponding letters of reference in thedifferent figures indicate like parts.

Our invention relates to oil, naphtha, and gas engines or engines inwhich a charge of explosive material is ignited to produce the requiredpower; and the object of ourinvention is to provide simple automaticmechanism whereby the tendency to variations of speed due tofluctuations of load or other causes usually met with during theoperation of an engine may be approximately corrected and a sufficientnumber of the explosive charges cut out or supplied to cause the engineto reassume its normal speed and in the event of a very great reductionin speed or the failure of the governor to act as a result of thebreaking or slipping of the belt that the charges may be cut out and theengine caused to stop.

A further object is to provide means whereby a single operator may beenabled to actuate the engine in starting and so control it that eitherno charges at all may be drawn or that the engine may be made to drawcontinuous explosive charges until the normal speed is attained.Moreover, it is our purpose to so construct said controlling mechanismthat it may act automaticallyin conjunction with the usual governor orwithout itthat is to say, that in starting the engine the normal actionof the governor may be arbitrarily modified by the operator andtemporarily suspended, and in case the governorbelt should break theexplosive charges may be automatically cut out and the engine preventedfrom running away, all of which is hereinafter more particularlydescribed, and definitely pointed out in the claims.

In the drawings, Figure 1 is a plan view, partlyin section, of an engineembodying the features of our invention. Fig. 2 is an enlarged planView, partly in section, of that portion of an oil-engine to which ourimprovements are attached and showing said improvements. Fig. 3 is aside elevation thereof. Fig. 4 is a view showing a rear elevation ofsaid engine, and Fig. 5 shows a modified form of regulator.

Referring to the drawings, (t represents the frame of an ordinaryengine, upon which is mounted the usual cylinder 1), with piston c,piston-rod (Z, and crank-shaft c. \Vithin a casing connected directlywith the forward end of the cylinder is a chamberf, Figs. 1 and 2, whichis in communication with said cylinder and also, through a port g, Fig.2, with the atmosphere and also with an oil-reservoir h, Fig. 4. A valve(not shown) opening inwardly permits the oil and air to flow into thechamberf, but is closed upon compression of the explosive charge, ashereinafter stated. The chamber f is also in communication with theusual exhaust-pipe 1', Figs. 2, 3, and 4, between which and said chamberis interposed an exhaust-valvej, mounted upon a valvestem 70, Figs. 1,2, and 4. The chamberfis also in communication through the port g withan ignition-tube Z, Fig. 4, which is kept hot by means of an oil-lamp min the usual way.

Pivotally connected with the valve-stem k is a lever 11, which ispivoted, as shown, to a bracket 0, extending from the frame. A pitman 13in operative connection with an eccentric upon or connected with theengineshaft is pivotally attached to a rod q, adapted to engage thelever 12, or preferably an adjusting-screw thereon, as shown, with eachrevolution of the eccentric and by its backward movement to open thevalve 7' during the backward movement of the piston a, therebypermitting the escape of the exploded charge to the open air. The valvej is held normally closed by means of a spiral springr.

Pivotally secured to a bracket .9 is a lever 6, one end of which isconnected by means of a yoke to the usual sleeve t of a governormechanism, while the other is pivotally attached to a sliding bar a,arranged to slide vertically in a suitable bearing. Upon the lower endof the bar it are formed lugs 11 w, (better shown in Figs. 2 and 3,)which are severally adapted, when in alinement therewith,

to engage a lug upon the outer end of the lever n.

Pivoted to the bracket 3 is a lever y, Fig. 3, one end of which isarranged to bear beneath the short end of the lever t, while the otherend is connected by means of a chain 1 to a treadle 2', so arranged thatwhen the latter is pressed downwardly the short end of the lever y israised with it, (the short end of the lever 25,) together with thesleeve t, so as to cause the notch or space between the lugs 11 w to bebrought into alinement with the lug 0:, provided always that at the timeof depressing the treadle the speed of the engine is not so great as tohave already lifted the lever t clear of the lever y.

The governor is driven in the usual way by means of a belt 29, Fig. 1.

Having thus described the various parts of our improved device, we willnow explain its operation.

The lugs U to are so adjusted upon the bar it that the notch or spacebetween them is considerably wider than the lug 00. They are also soadjusted upon the bar it with reference to the vertically-movable sleevet in the following manner: When the engine is running at normal speed,so as to maintain the sleeve t in a given position vertically, the lugwwill enter the space between the lugs v w immediately underneath the lugo and well clear of the lug to with each revolution of the eccentric,and thus permit the valve j to close regularly. In case the speedincreases so as to cause the sleeve t to rise slightly the lug 'u isbrought into opposition to the lug x, and so prevents the valve j fromclosing until the engine reassumes its normal speed. Then the sleeve tis at the lower end of its travel, either on account of the engine beingat rest or its speed being sufficiently reduced or through thegovernor-belt breaking, the bar 16 is raised high enough to bring thelug w into opposition with the lug so and so prevent the valve j fromclosing in the same manner as described in relation to the lug 2),except that in the latter case the lug 20 cannot again clear the lug acautomatically. The normal speed of the engine when working under itsnormal load should be taken into account in adjusting the lugs '0 1.0with respect to the lug or, and

this adjustment should be such that the tendency of the engine will beto increase its speed under normal load and con'tin uous discharges.Hence we have found in practice that the most satisfactory results areattained when said parts are so adjusted with respect to each other asto cause about one charge in ten to be cut out when the engine isrunning at full power. This factor or tendency toward an increase ofspeed we have found to be su'liicient to take care of all ordinaryvariations of load and to prevent the engine from stopping except uponthe failure of the governor to act as a result of the breaking of thebelt or other similar cause, when the lug w is immediately brought intoaction. It should be borne in mind that by reason of the describedadjustment of the parts so as to cause a tendency toward an accelerationof speed the lug 'u is always brought into and out of actionautomatically, while, on the otherhand, the lug 10 after having onceengaged the lug a", cannot again be brought into action automatically.The action of the parts described with reference to the explosion is asfollows: With the forward stroke of the piston a charge of air and oilis drawn into the chamberf through the port 9. Upon the completion ofthe forward stroke the puppet-valve controlling the charge, which valveis not shown, is automatically closed, and the charge is compressed as aresult of the return stroke, therebyforcing a portion of the charge intothe ignitionchamber, when at the time of greatest compression anexplosion occurs which serves to drive the piston forward. At the end ofthe forward stroke the exhaust-valve'j is opened inwardly by means ofthe lever a, rod q, and pitman p. The opening of the exhaust-valvepermits the products of combustion from the exploded charge to escape tothe atmosphere, and the piston upon the return stroke drives out thegreater part of the remainder. When the piston reaches its extremebackward movement, the exhaust-valve J is closed and'so retained bymeans of the spring 4'. This completes the cycle of operations, and thepiston upon the next forward stroke draws in a fresh supply of oil andair. Should the engine exceed its normal speed, the governor-sleeve.rises, the slide-bar u is depressed, and when the exhaust-Valve isopened the lugs 00 U are brought into engagement, which blocks the lever02 against the action of the spring 0' and holds the exhaust-valve open.As a result the next forward stroke of the piston merely draws back theexploded charge and expels it again with the backward stroke instead ofdrawing in and compressing a fresh charge. This operation'is repeateduntil the speed of the engine diminishes sufficiently to raise the lug'0 clear of the lug so, when the engine receives a fresh charge. Thus itwill be seen that as long as oil and air are supplied to the engine itwill continue to run at its normal speed, provided always that acontinuous series of charges are sufficient to drive it at or above thisspeed.

Should the governor-belt break or slip off, the governor stops and thesleeve t" moves to the lower end of its travel and raises the part it sohigh that the lug w is brought into engagement with the lug 00, therebyholding the exhaust-valve open in the same manner as was donebythelugo.The enginethereforestops for want of a fresh charge.

Upon shutting ofi the supply of oil the engine continues to run with itsown momentum,the speed gradually decreasing,the valve j closing, and theengine drawing in and compressing regularly non-explosive charges of aironly until the speed has become reduced to such an extent that thegovernor-sleeve t reaches the lower end of its travel, whereupon the lugw is raised into opposition with the lug :r, the exhaust-valve j is heldopen, and the engine continues to revolve, merely drawing in andexpelling air through the open exhaust-valve until it comes to rest. Theexhaust-valve remains open thus until it is required to restart theengine.

Our improved device described in connection with the lever y and chainand treadle enables the engine to be readily started by a singleoperator. The startingis accomplished by opening the oil-valve, turningthe balancewheel by hand until more or less momentum is obtained, (thepiston meanwhile merely drawing in and expelling airthrough the openexhaust-valve,) and pressing the foot-lever so as to cause the lever yto raise the governor until the lug a: is brought into alinement withthe space between the lugs 'v w or in the position assumed by therespective parts when the engine is running at normal speed. Theexhaust-valve being free to close, the engine at once begins to take andexplode charges. The treadle should be kept depressed until the engineequals or exceeds its normal speed, this latter condition beingindicated by the lug o coming into operation automatically and cuttingout some charges. The sleeve 6 of the governor is then so high that itwill have lifted the lever t altogether clear of the lever y, the lug tobeing in consequence still farther removed from opposition with the lug.2: than had been accomplished by means of the treadle. There is then nodanger of the lug 20 coming into operation, except under thecircumstances for which it is designed, and which the release of thetreadle will leave it free to do, and the engine will proceed to governitself automatically during the usual course of running by means of thelugs stand "1* only.

In order that the operation of the engine may not be misunderstood, wedesire to again state that the lug 10 engages normally with the lug 0;whenever the speed of the engine is impeded as a result of cutting oi't'the oilsupply. These two lugs then remain in opposition and hold theexhaustvalve open until the foot-lever is depressed upon restarting theengine. It should be bornein mind that the depression of the treadlecannot and is not intended to interfere with the automatic governing ofthe speed of the engine above the normal, hence the object in depressingthe tread 1e until the normal speed is exceeded. Then the normal speedshall have been exceeded, the treadle maybe released, as there is thenno danger of the lug 10 coming into action unless required, which therelease of the treadle leaves it free to do.

In order to allow for amoderate variation in the speed of theenginesuch, for example, as the reduction of speed resulting from asudden additional load-it is desirable that the space between the lugs eu; should be sufficient to permit a slight play between them and thepart or. Otherwise the device might serve to defeat the purposeintended. A very slight play, however, not to exceed threethirty-secondsof an inch, is ample.

\Vhile we have described our improvement in connection with anoil-engine, it is obvious that it is applicable to any similar form ofnaphtha or gas engine and that the means employed may be varied indetail without departing from the principle involved. For example, it isobvious that there may be substituted for the sliding bar it and lever tthe modification shown in Fig. 5 consisting of a rocking sector a, linkt and bell-crank lever t in operative connection with the sliding sleeve25 of the governor, the rocking sector a being provided, as shown, withthe lugs '0 win operative proximity to the lug 90.

Having thus described our invention, we claim- 1. In an engine of theclass described, the combination of a lever in operative connection withan exhaust-valve, a spring for holding said valve normally closed, meansfor actuating said lever to open the exhaust-valve with each alternaterevolution of the shaft, engaging lugs in operative connection with theengine-governor and arranged to be actuated thereby, and means upon saidlever for engaging one or the other of said lugs when the engine isrunning at abnormal speed, substantially as described.

2. In an engine of the class described, the combination of a vibratorylever in operative connection with an exhaust-valve, a spring forholding said valve norm ally closed, means for actuating said lever toopen the exhaustvalve with each alternate revolution of the shaft,engaging lugs in operative connection with the engine-governor andarranged to be actuated thereby, means upon said lever for engaging oneor the other of said lugs when the engine is running at an abnormal rateof speed, and means in operative connection with a treadle mechanism forcontrolling the position of said engaging lugs independently of thenormal action of the governor, substantially as described.

3. In an engine of the class described, the combination of a governor, apivoted lever in operative connection therewith, a slide-bar pivoted tosaid lever and having engaging lugs thereon, an exhaust-valve, a pivotedlever and spring for holding the same normally closed, means foractuating said lever to open the exhaust-Valve with each alternaterevolution of the shaft, and a lug upon said lever arranged to engageone or the other of said first-named lugs when the engine is runningabove or belowits normal rate of speed and to pass between the same whensaid engine is running at its normal speed, substantially as described.

4. I11 an engine of the class described, the combination of a governor,a pivoted lever in operative connection therewith, a slide-bar pivotedto said lever and having engaging lugs thereon, an exhaust-valve, apivoted lever and spring for holding the same normally closed, meansforactuating said lever to open the exhaust-valve with each alternaterevolution of the shaft, a lug upon said lever arranged to engage one orthe other of said first=named lugs when the engine is running above orbelow its normal rate of speed and to pass between the same when saidengine is running at its normal speed, lever y in op erative connectionwith the lever which is immediately controlled by the governor, and

means, such as a treadle, for actuating the lever y at the will of theoperator, substantially as described.

In testimony whereof we have signed this specification, in the presenceof two subscribing witnesses, this 23d day of August, 1897.

HUGH PERRONET THOMPSON. LOUIS MONTE.

Witnesses:

D. H. FLETCHER, M. E. SHIELDS.

